Speed-regulator for explosive-engines.



,Pat nted flct. 22,1901.

L A. c. LETOMBE; SPEED REGULATOR FDR EXPLDS IVE ENGINES.

(Application'flled Aug. 25. 1900.

(No Model.)

WITNESSES UNITED STATES PATENT OFFICE.

LEON ABEL CELEB LETOMBE, OF LILLE, FRANCE.

SPEED-REGULATOR FOR EXPLOSIVE-ENGINES.

SPEGIIEIGATIQN forming part of Letters Patent No. 685,152, dated October22, 1901. Application filed August 25, 1900. Serial No. 28,011. (Nomodel.)

To aZZ whom it may concern.-

Be it known that I, LEON ABEL CELEB LE- .TOMBE, engineer, a citizen ofthe Republic of tion, such as will enable others skilled in the art towhich it appertains to make and use the same. 7

My invention relates to improvements in explosive motor-engines of thekind in which the controlling mechanism is arranged in such a mannerthat if the load of the motor is diminished a larger amount of theexplosive mixture with a less contents of fuel is sucked in in order toregulate the Work done by the engine by means of an additionalcompression.

In order that my invention should be better understood, I shall describeit with reference to the accompanying drawings, in which- Figure 1 is aplan view of a gas-engine constructed according to my invention. Fig. 2is an end View of the same. "Fig. 3 is a side view of the controllingmechanism. Fig. 4 is a longitudinal section through the valve-casing.Figs. 5 and 6 show the controlling-cams provided for governing thevalves.

0. is the cylinder of the engine, in which a piston moves in the usualwell-known manner, and b is the main shaft, rotated by the rod 0,connected with the piston-rod. The cylinder at is; provided at each endwith a valve-casing d. As will be seen from Fig. 4, each of thesecasings (1 contains three valves e,f, and g, normally pressed by springsto their seats and closing the passage h. A tube '5 leads from the openair to the valve 6 and a tube from a gas-tank to the valve f, while fromthe valve 9 a channel Z leads into the cylinder a behind the piston.

At the length side of the machine and opposite to the valve-casings d ashaft m is supported in suitable bearings and provided with acrown-Wheel n, engaging acrown-wheel 0, fastened on the main shaft 1).On the shaft m are fastened disks 1) (separately shown by Fig. 5)opposite to the valves 6, and disks q (separately shown by Fig. 6)opposite to the valves f. The disks p and q are provided with a numberof cams of different length,

and provided at its upper forked end with a roller 8 or 3, adapted tomove longitudinally on its pivot. The levers r abut with the other armagainst the rods of the valves 6 and f, respectively, and are presseddown by the valve-sprin gs so as to bring the rollers s and s in closecontact with the disksp and q, respectively.

The rollers s and s are embraced by forks t, fastened on a rod 11.,which can be moved longitudinally by a governor v of any known type bymeans of suitably-connected rods and levers, as may beseen from Figs. 2and 3.

The operation of the mechanism is as follows: If the piston begins itsstroke at the'end of the machine, the valves 6 and f at the same end areopened by their levers r, moved by one of the cams of the disks 1) andq, respectively. By the suckingaction of the piston the valve 9 opens byitself and a mixture of gas and 'air will enter the'cylinder from thetubes 70 and i and works on thepiston in the usual manner, the valves 6and f being closed as soon as the cams of the disks 1) and q have fullymoved over the rollers s. the engine were highly loaded, then thegovernor produces such a motion of the rod 11, that the roller sruns onthe shortest cam 1 of the disk n and the roller 8 on the longest cam 3of the disk q. Therefore the valve. e is kept open during ashort timeand the valve f during a longer time. If now the load of the machine isdiminished, the governor moves the rod u to the right of Fig. 3, therebybringing the roller 8 on to a longer cam (2 or 3, as the case may be) ofthe disk 19 and the roller 8" to a shorter cam of the disk q. Therebythe inlet-valve e is kept open during a longer time and the gas-valve fduring a shorter time. At the same time the duration of the opening ofthe air and gas valves is so proportioned that a greater total amount ofmixture will enter the cylinder than previously, while, furthermore, thesaid mixture will contain a smaller percentage of fuel-gas. Consequentlythe amount of the whole mixture is enlarged, but the contents of fueltherein is diminished, and in such manner the work done by the en-Assuming giue is regulated by an additional compression.

1 am aware that gas-engines regulated in the said manner are known, (forinstance, from my German Patent No. 94,887;) but in those machines thegas-valve is governed by the air-valve, while according to my presentinvention the gas-valve is arranged independently from the air-valve andis governed by a special cam. Therefore the gas can enter in a largeamount the cylinder even when under a low pressure, as is the case withthe gases of high furnaces and the like.

Notwithstanding I have described my invention in connection with adouble-acting gas-engine it is self-evident that it may be applied withthe same result to single-acting engines and to all explosivepower-engines operated by other fuels than gas.

Having now particularly described and ascertained the nature of my saidinvention and in what manner the same is to be performed, I declare thatwhat I claim is- 1. In an explosive-engine, the combination, with avalve-casing having a passage-way,and an air-inlet and a fuel-inlet eachof which opens into said passage-way, of an air-inlet valve located inthe air-inlet, a fuelinlet valve located in the fuel-inlet, said valvesbeing arranged to be closed by the suction action of the piston, meansfor opening the airinlet valve, independent means for opening thefuel-inlet valve, and mechanism for varying the length of time duringwhich said opening means act on their respective valves.

2. In an explosive-engine, the combination, with a valve-casing having apassage-way and an air-inlet and a fuel-inlet, each of which opens intosaid passage-way, of an air-inlet valve located in the air-inlet, and afuel-inlet valve located in the fuel-inlet, said valves being arrangedto be closed by the suction action of the piston, means for opening theairinlet valve, independent means for opening the fuel-inlet valve,mechanism for varying the length of time during which said opening meansact on their respective valves, and a third valve arranged to be openedby the suction action of the piston, said third valve being locatedbetween the cylinder and the passage-way.

3. In an explosive-engine, the combination, with a valve-casinghaving apassage-way, and an air-inlet and a fuel-inlet, each opening into saidpassage-way, of an air-inlet valve arranged to control the air-inlet, afuel-inlet valve arranged to control the fuel-inlet, said valves beingarranged to be closed by the suction action of the piston, of positivemeans for opening the air-inlet valve, independent positive means foropening the fuel inlet valve, and variable mechanism for operating saidopening means.

4. In an explosive-engine, the combination, with a valve-casing having apassage-way,and an air-inlet and a fuel-inlet, each openinginto saidpassage-way, of an air-inlet valve arranged to control the air-inlet, afuel-inlet valve arranged to control the fuel-inlet, said valves beingarranged to be closed by the suction action of the piston, of positivemeans for opening the air-inlet valve, independent positive means foropening the fuel inlet valve, variable mechanism for operating saidopening means, and a third valve arranged to be opened by the suctionaction of the piston and located between the cylinder and thepassage-way.

5. In an explosive-engine, the combination, with a valve-casing having apassage-way and an air-inlet and a fuel-inlet, each of which opens intosaid passage-way, of an air-inlet valve located in the air-inlet, afuel-inlet valve located in the fuel-inlet, said valves being arrangedto be closed by the suction action of the piston, cam-operated means foropening the air-inlet valve, independent camoperated means for openingthe fuel-inlet valve, and means for adjusting both of said cam-operatedmechanisms, whereby the time and amount of opening of said valves maybevaried.

6. In an explosive-engine, the combination, with a valve-casing, anair-inlet valve, and a fuel-inlet valve, said Valves being arranged tobe closed by the suction action of the piston, of a plurality ofdiiferent sizes of cams arranged to open each valve, and means fordeterminingthe particular cams which act on the valves.

7. In an explosive-engine, the combination, with a valve-casing, anair-inlet valve, and a fuel-inlet valve, said valves being arranged tobe closed by the suction action of the piston, of a set of cams for eachvalve, each set comprising a plurality of cams, means for transmittingmotion from the respective cams to the respective valves, and mechanismfor shifting said transmitting means whereby any desired cam of a setmay be brought into action to open its respective valve.

In testimony whereof I have affixed my signature in presence of twowitnesses.

LEON ABEL CELEB LETOMBE.

Witnesses:

RENE FRANQOIS LELEUX, LoUIs J OSEPH HOREMANS.

